Power transmitting apparatus



Jan. 12, 1932'.

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' Miam@ JM /ornef www@ 5&1@- 32 E932- vA. G. RAYBURN POWER TRANSMITTING APPARATUS 7 sheets-sheet V6 Filed Sept. 7, 1927 31a/vento@ @H501 ma Jan. l2, 1932.v A. G. RAYBURN- POWER TRANSM'ITTING APPARATUS Filed Sept. 7. 1927 '7 Sheets-Sheet 7 Ummm" Patented Jan. '12, k1932 iJm'rr.| STATES l PATENT-f OFFICE ALBEN e. RAYBURN, or sAUsALI'rO, CALIFORNIA, AssrGNoa, BY MESNE AssicumnNrs, fro wann AUTOMOTIVE ENGINEERING CORPORATION,

A conrona'rron or Data- POWER TRANSMITT'ING APPARATUS Y.

Application led September 7, `1927. Serial No. 218,067.

The preient invention relates to power transmitting apparatus and more particularly to hydraulic torque multiplying power transmissions.

The referred forms of inventions hereinlplated as Within the scope of the present lnvention.

' In h draulictransmissions heretofore developedI one of the most common forms utilized is that involving piston pumps and pis- 1 ton motors. Pumps and motors of the piston type, however, produce rapid reciprocations of the operating fluid. At the higher speeds, the fluid cannot follow the pump pistons s0 that failure of the pump to pick up fluid at higher speeds, as Well as agitation of the uid to cause foaming-or emulsitication, occurs, resulting in-ailure of operation at the higher speeds. types of hydraulic transmission accordingly are-inherently limited to relatively low speed operation, and are generally not satsifactory for the transmission of power at more than approximately ive -or six hundred revolutions per minute. c

To permit higher speed operation than has heretofore been feasible with the piston type .pump and motortransmission, various Jforms of rotary pumps and motor mechanisms and combinations of rotary pumps with piston motors have been proposed most of which are impractical. I have heretofore devised transmissions nvol ving combinations of rotary gear pumps with piston type motors in which the Huid passes continuosly in a single direction through the pump, eliminating the rc;I

the invention special types- -The piston pump and motor ciprocation of Huid in the pump. Because of the large bearings required in the reciprocatl ing piston motors for this type of transmisv sion and the driving reaction developed in order to multipl the torquesatisfactorily the maximum sa e o eratingspeed for this u roximately type of transmission as beenV ap 1,500 revolutions per minute. he bearing cost and cost of construction*- are prohibitive for utilization of this type of transmission in usual automobile practice.i

To meet the requirements of a transmission for use with modern high'speed automobile engines, speeds in excess of 2,500 revolutions per minute must be safely transmitted, while the cost of construction must compare Vfavorably with the cost of the comparatively low-priced gear transmissions at present in use in automobiles.' I have devised nvel mechanisms utilizing both rotary pumps and rotary motors, of special constructlon tomeet the severe requirements of high speed automoive transmissions at comparatively lovv cos Y Accordingly a primary object ot' the present invention is to provide novel hydraulic transmissions Vof comparatively simple, rugged and low-cost construction, adapted for use with modern internal combustion automobile engines.

Another ob'ect of the invention is to provide novel and efficient rotary type pumps and motors adapted for-high speed operation, and Vparticularly adapted for use in hydraulic transmissions, but the principles or? which are applicable in various vother relations.

Still another object of the present invention is to provide hydraulic transmissions embodying novel automatic and manual control mechanisms.

A further object of the invention is to provide a novel variable capacity motor .construction, together with automatic controls therefor, useful particularly inl hydraulic transmissions, but the principles of which, are applicable to variable capacity pumps and in other relations.

Still a further ohject'of the invention is the provision of anovel rotary pump construction having means for holding the pump parts in iiuid sealing engagement, whlle permitting variations due to temperature changes of the parts without binding, especially designed for hydraulic transmissions, but useful in independent relations.

Other objects of the invention are such as may be attained by a utilization of the various combinations, subcombinations and principles hereinafter set forth in the varied relations to which they are obviously applicable by those skilled in the art, and as the terms ofthe appended claims.

As shown in the drawings- Figure 1 is a vertical sectional View through a preferred form of hydraulic transmission embodying my invention.

Figure 2 is a transverse sectional View, the left half taken along line A-A of Figure 1, and the right half taken along line B-B of Figure 1.

Figure 3 is a transverse sectional view, the left half being taken along line C--C of Figure l, and the right half beingV taken along line D-D of Figure 1.

Figure 4 is a transverse sectional view taken along the line E-E of Figure 1.

Figure 5 is a transverse sectional View taken along an irregular line the general course of which is indicated by characters F-F", F-F", FF of Figure 1. i

Figure 6 is a view taken along line G-G of Figure 1 showing the clutch and reverse valve construction.

Figure 7 is a view taken along line H-H of Figure 1 showing the lock oil' and reverse cooperating valve construction.

'Figure 8 is a fragmental sectional View taken along line I-I of Figure 6.

Figure 9 is a detailed view taken along line H-"H of Figure 1 showing the relative position of the valve parts for forward automatic operation. l

Figure 1Q is a detailed view taken along line Irl-4H showing the position of the Valve parts in direct drive position.

Figure 11 is a detailed view taken along defined by line H-H of Figure 1, showing the relative position of valve parts for reverse operation.

Figure 12 is a rear elevation partially in section with covers removed, showing the automatic pipe connections and control mech-I anism for the motor.

Figure 13 is a fragmental sectional view through the differential motor actuating cylinder of the automatic control mechanism shown in Figure 12.

Figure 14 in its left half is a sectional View taken along the line J-J of Figure 13, and in its right half is a. rear elevation of the control mechanism shown in Figures 12 and 13.

Figure 14a'y is a fragnlental sectional View taken along line K-K of Figure 14.

Figure 15 is a front elevation of the automatic control mechanism shown in Figures 12 to 14'.

Figure 16 is a top View of the control mechanism shown in Figures 12 to 15.

Figure 17 is a vertical longitudinal l sectional view of a modified form of transmission embodying the invention in which a conibined radial and thrust bearing is utilized.

Figures 18 and 19 are fragmental detailed views showing a modified form of motor construction adapted for use with the forms of invention so far described.

Figure 20 is a vertical lonfgitudinal sectional view of a further modi cation of the invention utilizing a piston type motor.

Figure 21 is a detailed sectional View taken along line M-.M of Figure 20.

Figure 22 is a detail View showing the universal joint for the motor shown in Figure.-

drical drive member 4 is secured by means of the studs 5. Formed in the drive member 4 are internal series of driving teeth or splines which mesh with the teeth or splines of cylindrical pump ring gear sup orting member 6 to which pump ring ear is secured by means of cap screws 8. igure 2.) Gear 7 is provided with internal gear teeth 9, the in- -ner surfaces of which are adapted to rotate in Fluid sealing engagement with the outer surfacel of sealing segment 10 and which mesh with the teeth 1l of a pump pinion 12 opposite the center of segment 10. The tops or outer surfaces of pinion teeth 11 are adapted to rota-te in fluid sealing engagement past the inner surface of sealing segment 10. Pinion 12 is journaled on eccentric 13 which is formed integrally with the pump side wall member 14 (Figure 1). Formed on side wall member 14 is a suitable cylindrical pilot bearing section 15 on which the bearing surface 16 of cylindrical ring gear supporting member 6 is journaled for rotation. A central tubular driving quill section 17 is formed integrally with pump side Wall member 14, the end of which is slidably splined to the driven or tail shaft iso side wall member 14 by meansof a securing continuouslyfrom the high pressure side of .the pump through a small hole 26 (Figure 2) .formed through the side wall 14 or from the low pressure sidel of the pump through the poppet check valve 27 threaded' into a suitable opening-formed' in pump side wall 14. The 4passage area of valve 27 is substantially greater than the area of hole 26 for a reason g5 that will more 4fully hereinafter appear. During normal forward operation the spring 27` of check valve 27 together with fluid pressures developed in chamber lioldthe check valve closed. The fluid pressure in chamber 2e 25 holds pump'side wall 'member 14' together with gear 7, sealing segment 10, and pinion 12in fluid sealingengagement Awith the fluid distributing. plate 29\ with a predetermined pressure in operation of. the device as will 25 more fully hereinafter appear. 'Surrounding shaft. 18 and-interposed between the end of the tubular extension 21 of member 2() and the ends of splines formed in the end of quill 17 is a .helical compression spring 28, normally under compression to Yforce the quill 17 together withxthe pump side wall 14 to the right in Figurel -with relation to shaft 18. Sli-dably mounted -on quill 17 is a pump end wall and fluiddistributing plate 29 against the inner sur-face of which gear 7, sealing segnient 10, and pinion 12 abut. Countersunk in and passing through side wall member 14 and-threaded into suitable securing and guide. holes formed in segment 10 are the' supporting and aligning screw pins 30 which secure segment 10 to aside vWall 14 and the ends ofwhich slidably extend into suitable supporting guide and. aligning holes 31 formed in plate 29"to drive the latter in unison with quill 17 and side -vv'all 14. Formed in side 4 wall 14 adjacent the point' where teeth 9 and 11 of gear 7, and pinion 12 mesh is a relieved lsection 32 connected bya drilled hole 33 to the chamber 25 to permit small quantities of 50 fluid trapped in the tooth depressions to pass into chamber 25 thereby' relieving or 'eliml iuating hammer noises in the operation of the mechanism. To provideplubrication for bearing 1 5, a plate 33 is secured to the-forward' 55 end of member 6 by means of suitable screws which traps leakage fluid `from tne pump, the leakage fluid beingfed to bearingl by the action of centrifugalforce.

Formed inthe left face (Figure 1) of..

66? member 29 is highpressureor outlet port 34 shown by the broken lines in Figure 2 which connects with the irregular shaped distributing port 35 also shown vin broken lines in` Figure2 and formed in the'btiming face 36 (Figure 1) ofthe plate V''i'fluid inlet or I annular' fluid -s-tora suctionp'ort 37 formed in the left :face (Figi ure 1) of plate 29 is connected with central space 38 through passage 39. (Figure 2 and space'38 is connected to poppet 4 valve 274 bythe opening 39 (Figure 1) formed in plate 29.

Annular storage space 38 is formed -centrally in a fluid receiving and storing castr.

ing 40 around quill 17 (Figures 1 and 3 and in an aligning member 41 (Figure 1 which is provided with a distributing face 42 contacting with the distributing face 36 of plate 29. Member' 4l is provided with a convex spherical .seating surface 43 which seats in a suitable complemental spherical surface 44 lined with bearing metal, formed in the casting 40. Member 41 is providedwith a slot 45 (Figure 3) intowhich a pro- )ection of stop or locking member 46 extends. -Member 46 is secured to casting 40 by means of cap screws-47 and prevents rotation of the member 41V While at the same time permitting a limited universal aligning movement thereof.v

Formed in the timing face 42 of member 41 and extending through the member 41 is an annular series of high pressure fluid vports 48 (Figure 3) separated bv the strengthening ribs 49 'forming a su stantially 360 degree inlet passage to annular high pressure fluid storage chamber 50 (Figure 1) of casting 40.- Communicating with high pressure fluid chamber 50 is a. series of high pressure outlet ports 51 (Figures land 3)'which terminate in face 52 of' casting 40. Ports 51 are spaced equally around the face 52 and alternate with the low pressure ports 53 which terminate in face 52 and communicate with the central low pressure fluid storage chamber 38. The upper ports or passages 53 are connected by a plurality of fluid inlet passages 54 to fluid storage reservoir spacel55 ormedin the top of casting 40. Casting 40 is provided with a cover 56 for the chamber 55 which is secured in position by the cap screws 57. Formed in cover r56 is a fluid inlet and overflow chamber 58 connected by the openings 59 in its lower wall to chamber 55. Slidably supported in a suitable central boss formed in the lower wall of cover- 56 is the `stem of a poppet valve 60, which under sudden surges of fluid and pressure closes openings 59 and shuts aev Mii

off. communication between the chamber 55 and chamber 58.v A suitable filter screen 61 secured on tbebottom of cover 56 prevents the 'entry of foreign material with the fluid from chamber 58 into the chamber 55, and

filtersthe operating fluid returned to reservoir space 38. Formed in chamber 58'is an overflow Wall 62 determining the level to which the Huid 'may rise in chamber 58` due to 'fluid pumped into thechamber' 58 through the fluid inlet connection 63 (Figure 3) fromai suitable circulating pump such for example as the oil` pump bypass connection of the prime mover. The wall 62 forms a discharge compartment for the overflow fluid which first passes through the lubricating ducts 63 (Figure 4) and as the level rises it passes through the overtlow duct 64 to the lrear transmission casing section v65, the bottom of which is drained through the return pipe connection 66 (Figure 4) to the engine crank case or to the suction side of the circulating pump. From the duct 63v the Huid passes through lubricating passages for the motor in a manner that will more fully hereinafter appear. Casing section is provided with a securing flange 67 (Figure 1) having locating surfaces`68 which fit against and are adapted to engage suitable compleinental locating surfaces` formed on casting 40, which serve to accurately locate the casing section 65 with relation to casting 40, the casing 65 being secured`to casting 40 by securing bolts or studs 69 (Figure 4). Casting 40 in turn has formed integrally therewith the supporting casing section 70 which is provided with the securing and locating flange 71 secured to the engine bell housing or fly-wheel casino 72 by means of securing studs'or bolts 73 `igure 4). l

Formed integrally with the casting 40 and easing section 70 are a pair of diametrically opposite fluid catch pockets 73 (Figure 3) open at their top and connected by passages 74 extending through the sides of casting 40 to the `interior of casing section 65. Secured to the fly-wheel 3 by means of suitable securing screws, are a plurality of blades 75 (Figure 1) shaped to dip into fluid that accumulates in the casing 70 and bell housing 72 as the fly-wheel rotates and to throw it upward so that a substantial part thereof will continuously drop into the pockets 73 and pass by gravity through the side chambers 74 (Figures 3 and 5) of casing 40 into the interior of casing 65 whereby the building up of an excessive level of fluid in the bell housing 72 and casing section 7 O due to leakage is prevented in operation of the mechanism.

To provide for control of the temperature of the operating fluid in operation of the mechanism, a water chamber or space 76 is provided in casting 40 extending from chambers 74 around the bottom of casting 40 which is provided with abottom cover plate 77 secured in position by suitable cap screws". Cover plate 77 is provided with a drain plug 78 and when removed gives access to plug 79 for draining the high pressure fluid chamber 50. `Water or cooling fluid may be circulated through space 76 by means of pipe connections 80. )Vhen the mechanism is uti-V lized with an internal combustion engine water from the cooling jacket of the engine is preferably circulated through space 76 before being passed to the cooling radiator and in this way temperature of the operating fluid may be held at a value conducive to efficient operation.

Formed integrally with casting 40 is a tubular extension 81 (Figure 1), in a central bore of which the outer race of anti` friction bearing 82 is slidably mounted. The inner race of bearing 82 abuts against a disk 83 which abuts against a shoulder of tail shaft 18, the inner race and disk being held in position on tail shaft 18 by threaded collar 84. Disk 83 is slightly smaller in diameter than the central bore of tubular extension 81 and in operation rotates with the tail shaft 18 throwing fluid out by centrifugal force and preventing surges of fluid from the storage space 38 past the bearing 82, as well as actlng as a guide for the motor rings 223 and 223.

Supported slidably and rotatably on the periphery of tubular extension 81 is the clutch control and reversing valve plate 85 and the lock-off and cooperating' reverse valve plate 86, also slidably keyed on the end of extension 81 is the motor side wall and distributing plate 87. As shown in Figures 1 and 6, formed in the clutch plate 85 (Figures 1 and 6) is a plurality of through ports 88 and a plurality of ports 89 extending partially through plate 85. Ports or passages 88 and 89 are arranged to register with the ports-51 and 53 of the casting 40 to permit circulationof the fluid for power transmission, and to interconnect the ports 51 and 53 to establish a by-pass of fluid independently of the motor when a neutral position is desired to be established and as will more fully hereinafter appear.

Formed in the lock-off and reverse cooperating control plate 86 are the ports or fluid passages 90 so shaped and spaced as to register with ports 88 of valve plate 85 and to align with ports 51 and 53 of cast-ing 40 for control purposes. Relief holes 91 formed in plate 86 are positioned to prevent locking of the motor housing due to formation of fluid pockets. This is accomplished by the valve plate 85 being shifted to neutral or declutching position thereby bringing the holes 91 in register with the low pressure, and are blanked ofl` when the valve parts are in position for power transmitting operation of the mechanism as will more fully hereinafter appear. Formed in motor end wall plate 87 are elongatedvfiuid ports 92 and 93 (Figure 4) through which Huid from ports 90 of plate 86 is circulated through the motor.

Plates 85 and 86 are provided with projecting lugs 94 and 95 respectively which are engaged by the operating ends 96 and 97 (Figure 5) of the valve operating arms 98 and 99 which are disposed in chambers 74 of casting 40 and are rigidly secured to the spindles 100 and 101. Spindles 100 and 101 have their inner ends supported for rotation Lis-40,8761.

j in suitable bearings formedin casting and in the bearing members and cover plates 102 for chambers 74 secured tothe casting 40 in' any suitable manner. By rotating shafts 100 and 101 in various combinations, it will be seen that the relative angular position of the plates 85 .and 86 with respect to each other and with respect to casting 40 and motor end wall plate 87 may be varied to'vary the alignment of the. fluid ports. Any suitable type of control mechanism may be utilized for actuati-ng the spindles 100 and 101 to controlthepositions of the valve plates as Will be apparent to those skilled in the art.

Formed integrally with the casing section is a cylindrical extension 103 (Figure 1) provided with a cylindrical bore in which the tubular extension 104 of the motor side Wall member 105 is slidably keyed and supported. Supported in a central bore formed inthe member 104 is the outer race 106 of an antifriction or ball bearing 107, the vinner race 108 of which is mounted on tail shaft 18 and abuts against a disk 109 which is of slightly smaller diameter than the diameter of the central bore of member 104 and -abuts against a shoulder of the tail shaft. Race 108 and the disk 109 are secured in position on tail shaft' 18 by means of a threaded collar 110.

Formed in the outer end'of tubular exten? sion 104 is a spherical seating surface 111 in which a complemental spherical surface of thrust bearing supporting and aligning member 112 is seated. Seated in and abutting against the aligning member 112 are the outer races 113 and 114 of the anti-friction bearings y115 and 116 respectively, the inner race 117 of bearing 115 being secured rigidly on a sleeve 118 which in turn is slidably mounted on a reduced section of the tail shaft 18.

Inner race 119 of bearing 116 is slidably mounted on -an enlarged section of sleeve 118. A plurality of thrust equalizing or rocker members'120 seated in suitably curved slots formed in thrust collar 121 abut against the end of sleeve 118 andrace 119 equalizing the end thrust of collar 121 on thebearings '115 andl 116. V

Thrust collar 121 is mounted on tail shaft 18 and abuts against the'forward end'of the hub section 122 of the brake drum and drive coupling member 123. Hub section 122 .is

cured on the forward end of hub 122'is a driving gear 125, which meshes with and drives the gear 126. Gear 126 drives a shaft 127 journaled in and extending through the end cap or housing member128 which encases the bearings 115 and 116 and is provided withV a securing flangev 129 secured to the end of extension 103 ofcasing section 65. suitable packing 130 is supported in a prolection formed inthe forward end of memberr128 and engages the spherical seating surface 111 of .member 104 to prevent loss of fluid from -suitable bore formed in the end of housing section 128.. A pluralityof springs 132 arranged in suitable recesses in member v128 are arranged to press packing member 131 outward into engagement with a packing leather Y 133, yieldingly. forcing the packing leather into engagement with a atsealin surface the end of the housing section 128-and is held vof the hub 122. The outer end o packing 'leather 133 'is securedin asuitable recess in in position by a'securingring 134. Formed 4 on the end of casing section 128 is an annular channel 135 which catches any leakage fluid passing the packing structure just described.

The leakage fluid trapped in the channel 135' passes by` gravity through ducts 1 36 and 137 formed in thecasing section 128 and extension 103, and returns to the interior of the.

casing 65 from where it passes out through the connection. 66 (Figure 4)r and is returned .to the connection 63 (Figure 3).

To provide a suitable drive connection to the tail shaft of the mechanism the threaded holes 138 are arranged to receive securing lstuds or screws for a universaldrive member of any suitable type.

The arrangement of thrust bearings 115 and 116 together with the related parts is such that end thrust exerted on the shaft 18 through the action of fluid pressure in chamber 25 on diaphragm 22 will be transmitted 'through lthe lock nut .124, hub 122, thrust. collar 121 andthe equalizing rocker members 120 to the race 119 andthroughsleeve 118 to race 117 of bearings 115 and 116 so that .the load will be divided between the bearings 115 and 116. The thrust is then transmitted throughthe outer races of the bearings 115 and 116 to the aligning member 112 and is exerted on seat 1 11 of the member'104 urging the member'104 and 4motor side Wall member 105 integral therewithto the left in Figure 1, while at the same time permitting a uni l versal aligning or seating movement 'of the .motor side-wall member 105 against the end face of the motor housing casting 140 and y forcing opposite face of the housing casting 140 against the motor side wall timmg plate 87 as clearly shown in'Figure 1. I

In this way it will be seen a novel bearing arrangement of small diameter has been providedthrough which heavy thrustsl may be supported at high speeds and through which the end thrust exerted on tail shaft 18 by the action of the iluid pressure on the'diaphragm 22 holds the motor parts and valve plates in Huid sealing relation without causing excessive bearing pressures to develop.

As shown 1n Figure 4, the motor housing 140 is rovided at its opposite sides with pairs o supporting projections' or ears 141.

Secured in suitable bores formed in ears 141 and'held against rotation by set screws. 142 are the supporting'wrist pins 143. Wrist pins 143 are journaled in suitable bushings supported in the lower ends of links 144 and --144 which in turn are 'ournaled at their upper ends on pins 145. s shown in Figure 12 the pins 145 are provided at their outer ends with the hexagonal heads 146 adjacent the threaded end sections, threaded into the suitable supporting lsections formed in the casing section 65. The inner ends of the as hereinbefore set forth. Drilled in the center of pins 145 are lubricating passages 148 which through suitable passages feed pins 145 are supported and fit partially into bores formed in the casing 65 which also form catch pockets for lubricant between the bottom of the bores and the ends of pins 145 to which lubricant is fed from the ducts 63 (Figure 4) through the passages or ducts 147 formed in the casing, the iuid supply coming from the overflow chamber of cap 56 lubricant to the upper bearing section of links 144 and 144 supported on the pins 145 and through the passages or ducts 149 formed in links 144 and 144 feed lubricant to the lower bearing sections of the links supporting the pins 143 of the motor housing.

. In this way it will be seen that lubricant is continuously supplied topins 143 and 145 and the bearing sections of links 144 and 144 giving heavy strains of operation.

Formed integrally with the left link 144 in Figure 4 are a pair of actuating extensions 150, 1n which the square recesses or slots 151 are cut. Slidably fitting into the slots 151 are the bearing rollers or members 152 in which the ends of actuating pin 153 are jour-| l pacity of the motor in accordancewith oper-- lof the lock nut naled. The mid-section'of pin 153 is journaledin the control piston rod 154 of .an automatic control mechanism (Figures'4, 13 and 14) which regulates the volumetric caadequate. lubrication under the ready access tothe link mechanism within the casing and the ready removal of the control unit. Cylinder 157 is provided with a removable head 161 which is held in position vby the securing studs or cap screws 162. Threaded into the center ofy head 161 is-plug 163, and threaded into the center of the cover plate 160 is an adjustable sto member 1 64 against which the right lin 144 in Figure 4 is adapted to abut to determine the maximum volumetric capacity of the motor.'

Piston -155 with its connected arts is normally urged toward the left in igure 4 by a helical compression spring 165 interposed between the piston and the collar 166 of a packing member which fits into the inner end of cylinder 157 and serves as a seat for the inner end of spring-,165, at the same time` holding packing member 167 in Huid sealing position around the piston rod 154 to prevent substantial loss of fluid from 'cylinder 157 around rod 154. "rfi Actuatingluid for piston 155 to cylinder 157 through port`sf168 and 169 (Figure 13) which are connected by the passages or ducts 170 and 171 and 172 'res ectively to the interior of control cylin er 173. Mounted in cylinder 173 is a pist-on valve 174 which is provided with an internal bor-e in which one end of valvesprino 175 is seated.

t5 v the interior of y is admitted l The other end of valve sprlng 17 5 abuts against a collar 176 of the ,compression 'df justing member 177 adjustahly threaded intoA the end plug 178 of cylinder 173. A lock nut 179 threaded on the rotruding end of member 17 7 locks the mem` r 177 in adjusted position and a cap 179 threaded on plu 178 encases the adjusting member 177 Van nut 179. Formed in the inner end of cylinder 173 is an annular fluid distributing duct or groove 180 which communicates wit the passage 170 and throu h which fluid is admitted to the cylinder 15 Cut into and across the end of valve 174 is a fluid distributing groove 181, the ends of which are in communicationwith groove 180 in the position of parts shown. Formed in the walls of cylinder 17 3 are grooves 182 and 183 which .communicate with the passages 171, 172, and an annular groove 184 which communicates lwith exhaust passage or duct 185. As shown ICO ICS

.in Figures 15 and 16 the passage or duct 185 terminates in an opening in thel inner face of the plate158 establishing communication between the outlet end of cylinder 173 and the interior of casing section 65.

Fluid under pressure is admitted through the groove 181 tothe interior of cylinder 173 through passage 186 (Figures 14 and j 14a) from a control valve cylinder 187, the

ends of which are closed by threaded plugs 188.; Mounted for reciprocation in the interior of cylinder 187 is a control valve member 189, the position of which determines whether communication is established between fluid passage or 19.1 .and passage 186. Passages 190 and 191 as shown in cate with slots 198 and 199 ont into the inner face of the motorend Wall ,105, so that in operation of the mechanism, fluid pressures will be supplied through passage 198 or 199 and pipe 194 or 195 to the interior of cylinder 187 through passage 190 or. 191 depending upon the` direction of rotation of the motor. Y

In operation Vof' the automatic control mechanism so far described with pressures vcut oi from the motor by operation of the cut oi valve plate as will more fully hereinafter appear, no Huid pressure will be built up in either of the supply pipes 194 or 195. Under such conditions valve 174 will be held in the position sho-Wn in Figure 14'by its spring 175 and passage 169 of cylinder 157 will be in communicationjthrough interior of cylinder 173 and passages 172 and 185 with the interior of casing' section 65, and

iston 155 will be forced tothe vleft` in igure 13 under vthe influence of spring 165, moving motor housing 140 to the position of um or substantially zero eccentricity and volumetric capacity of the motor, The

passage'185 is located at a point higher than the tiuid level in the control cylinder- 157, thereby keeping sucient iuid for satisfactory operation present at all times With the motor functioning for torque multiplication, iiuid pressures will be built up in slot 198 or 199 depending whether the motor is running forward or in reverse direction, and fluid under pressure will he forced from the slot 198er 199 into ipe 194 or 195, as the case may be. r1`his cylinder 187 through port 190 or 191 shifting the valve 189 towards the low pres-sure side of the cylinder, and opening port 186 to the high pressure side ofcylinder 187. When the port 186 is open, will pass therethrough into the vgroove 181 of valve 174 and through groove 181 of cylinder 173 into passage 17 O port 168, and into the interior of cylinder 157 aiding spring 165 to hold the piston 155 to the left in Figure 13 until the pressures developed excoed a predetermined amount. resistance to rotation ofthe t'ail shaft 18 is such that suiiiciently high fluid pressures are developed in the highpressure side of the motor to cause yielding of spring 175, valve 174 will shift, compressing the spring 175. The initial movement of valve 174 'Willv uid will be admitted into' fluid under pressure When the close the. annular passage 183 'and will cut-v oli the passage172 from the discharge pas.

position of parts, no'f' luid can escape from cylinder 157 throughsage 185 and in 'this ports 169 and pistonA 155 4together with the motor housing and relatedparts vare hydrau-l lically-held inpredetermined position. Further movement ofvalve174 against the compression of spring'175 as the iluid` pressure rises Will cause the end' of the valve1174 to lpass `beyond and uncover thegroove 182 ofcylinder 173l admitting Huid under pressure through passage 171 and the lower'A port 169 (Figure 13)`into the oppositeside ofcylin- .Y

der' 157. I left face of piston 155 in Figure -13l is substantially greaterzthan thearea' of the opposite face and the parts are so proportioned that 'when' fluid under pressure -is admitted nthrough the passage 171 vthe, diie'rential presl.sure exerted on the piston 155 'due to this difference in Varea is. suiiicient to .shift the piston 155 together With motor housing 140 and the connected parts against the compression of spring 165. As will more fullyvhere'- inafter appear, shifting of the motor hous- It will be noted that the area .of

mg in this manner increases. the torque multiplying ratio of the mechanism sothat l when the load on the tail shaft exceeds a predetermined value the torque multiplication is automatically increased. With a glven load, as the torque multiplying ratio of the mechanism increases the fluid pressures decrease and spring 175 will restorel valve 174 toward its position shownin Figure 14. rThe movementof piston 155 will continue to the right in Figure 13'until a balance is reached where valve 174 will seal grooves 182 and 183 locking the iuid in the left end of cylinder 157 (Figure 13)- While iuid under admitted 168 to the pressure will4 continuously .be through the passage 170 and port opposite end of the cylinder. When the balanced condition 1s reached it will be seenl that the piston 155 is hydraulically held against movement thereby holding the volu-V metric capacity of the motor at the necessary value to overcome the resistance to turning ofthe tail shaft, with the fluid pressure.

predetermined bythe compression of spring 175. 1n this Way it will be seen that the position of piston 155 and motor housing 140, together with the related parts, will be determined by the fluid pressures developed and by the compression of the spring 175.v

It will accordingly be noted that the iiuid pressuresnecessary to cause shifting of the combination of automatic control mechanism for the motor has been provided which when the fluid pressures are cut off from the motor,

Ipiston l155 and the motor housing 'may be holds the motor in its position of minimum volumetric capacity, while during operation of the motor, and independently of the direction in which the motor is operating, the control mechanism functions so that when the fluid ressures in the motor exceed a predetermined value, the mechanism functions to vary the volumetric capacit vof the motor. Accordingly, a novel combination of automatic control mechanism with a reversible motor has been provided which is an important feature of my invention.

To provide for the shifting of motor housing 140 manually for deceleration and braking purposes as will more fully hereinafterappear, an actuating plunger 201 is provided (Figures 4 and 13 to 16) slidably mounted in a suitable bore formed in a boss 202 formed integral with the cylinder 157 and plate 158. The inner end of plunger 201 abuts against the lower end of the motor supportmg link 144. Formed in the outer end of plunger 201 is a bore 203 inwhi-ch an extension 204 of actuating head 205 is supported. Actuating head 205 is preff erably of' hardened and ground metal and is engaged by the curved surface 206 (Figure 16) of the actuating bell crank arm. 207.v

Formed integrally with arm 207 is an actuating arm 20,8 provided with a hole 209 by means of which it may be connected to a suitable operating cable or linkage. Arms 207 and 208 from a bell crank member which is pivotally supported on enlarged section 210 of a supporting pin 211 which is held in osition in the boss 212 .(Figure 14) formed 1ntegrally with cylinder 157, by means of securing nut 213. The bell crank is held in position on extension 210 by means of a washer214 and a cotter pin 215.

When it is desired to shift the motor housing independently of the automatic mechanism, the fluid pressure is released by operating the clutch valve as, will more fully hereinafter ap ear, and arm 208 is actuated to shift arm 20 clockwise in Figure 16 shifting hea-d 205 and plunger 201 to the right in Figure 4, causing link v144 and the vmotor housing piston. 155 and the connected parts to shiftto the right against the compression spring 165. By varying the position of the plunger 201 the limit of movement of housing 140 to the left in Figure .4 and the minimum volumetric 'capacit of the motor operating under influence o the automatic control mechanism may be manual-ly predetermined. Also as willmore fully hereinafter appear, the position of the motor housing 'may also bemanually adjusted by operating 'plunger 201 while the automatic control mechanism is functioning and the clutch 4 plate closed for running position thereby providing for braking and deceleration of the vehicle. i

As shown in Figures 1 and 4, slidably keyed or splined to tail shaft 18 within the motor housing 140 is an actuating rotor 216 provided with a plurality of radial slots 217 preferably nine in number in which the actuating vanes or blades 218 are slidably mounted. Formed in the outer ends of the vanes or blades 218 are concave cylindrical grooves in which the aligning and sealing tips 219 having complemental cylindrical aligning surfaces are seated. Formed adjacent the inner end of each vane 218 is a air of axially aligned roller supporting pintles 220 upon which rollers 221 are journaled. Rollers 221 are nested in annular grooves or recesses 222 formed by the vane shifting rings 223 and` 223 which are mounted between the discs 83 and 109. Rotor 216 is suitably cored as indicated at 224 to lighten the construction while leaving suitable metal thickness forv strength. Formed on the ends of rotor 216 adjacentits peri hery are fluid sealing faces 225 which are adliipted to come into substantial fluid sealing engagement with the inner faces of the motor side wall platesv87 and 105 and to prevent substantial fluid leakage between t e fluid pockets formed by the rotor and the vanes 218 in operation ofthe mechamsm. To provide for a maximum area for flow of fluid into the motor and at the same time to provide mea-ns for centralizing the rotor between the motor end walls 87 and 105, the periphery of the rotor is inclined inwardly as indicated at 226 in the spaces between the vanes 218 and the pressures -developed `on the inclined surfaces 226 it will be seen, tend` to centralize the rotor between .the motor side wall plates 87`and 105. f y

In operation of the motor, with housing 140 and the rotor concentric, vanes 218 will extend equally around the rotor 216, the motor' has a ze-ro volumetric capacity, and can by its operation deliver no power. When housing 140 is shifted from its concentric position to the right in Figure 4, the movement of housing 140 will shift vanes 218 on the left-of the vertical plane in Figure 4 inward, thereby forcingl rings 223 and 223 with the remaining vanes 218 outward while maintaining sealin tipsl 219 in fluid sealing engagement wit the inner surface of housing 140 and will establish an eccentric relation of the blades with res ect to the rotor. With high pressure duid delivered to the motor through port 92 and port 93 open to the low ,pressure side of the system, Huid will be admitted to the pockets' formed between the eccentric housing 140 and the rotor, and a driving torque will be developed which rotates the rotor in the counter-clockwise direction of rotation (Figure 4) of driving member 4, and as the'pockets come into communication with the port 93 the blades are retracted and the fluid is discharged into the low pressure-side of the system. The amount of torque delivered by the motor will obvious- Iy be dependent upon the eccentricity of i housingat high speeds. The eccentrieity of.

housing 140 and the torque delivery is at maximum when the eccentricity of the housing is maximum. To reverse the rotation o the motor, port 93 is connected to the high pressure 'side of the system while port 92 is connected to the 10W pressure side of the system'and a reverse rotation with torquede livery dependent substantially upon the eccentricity occurs.

The arrangement of .the motor vanes, the spacing rings, the movable ring .housing and the scaling tipsare important features of my invention and it will be noted that the rings 223 and 223 func-tion to positively shift the blades with relation to the rotor in operation of the motor, preventing` the blades from sticking in the slots due to accumulation of dirt and at the same time prevent the vanes from flying outward under centrlfugal force and exerting abnormal pressures on the the housing and volumetric capacity ofthe motor may be changed bv a. simple shift operation of the housing which forces the vanes to 'assume the proper positions for effective operation with any volumetric capacity. It'

will also be noted that the sealing tips 219 will oscillate in their curved seatsand will maintain a Huid seal over the ends of the vanes independently of the relative lposition of the housing and rotor. and at the same time y Operation Having described a complete embodiment of my improved transmission the operation thereof will now be set forth. To vary the torque and speed relations of the driving member 4 and tail shaft.18, the eecentrieity.

of motor housing 140 with relation to rotor 216 is varied either manually or automatically as above set forth in detail.

' To fill the transmission initially with fluid',

housing 140 and the related parts may be shifted through the manual control to an eccentric position, the lling'plug in cover 5 6 may be removed, and iluid fed into the fluidl storage space 58. The fluid passes downward through ducts 59 into the central fluid storage space 38 and iills the central space in the mechanism'lubricating bearings 82, 107,

115 and 116. From space 38 the fluid enters suction port 39 of valve plate 29 into low pressure -or suction ort 37 of the pump. After as much fluid as 'been filled into the f circulating system as is possible in this way rune moveris started into operat1on the drivlng pump ring gear 7 which drives pinion 12 on eccentric` 13 drawing fluid fromv l ort 39 throughl port 37, carrying it past sealing segment 10 and forcing it underpressure loutward throughhigh' pressure port 35 of valve plate 29 and through hole or passage 26 into space 25 forcing diaphragm 22 to expand to the left in Figure 1 and holding check valve 27 closed. As a result, the ressure on the diaphragm will be transnntted through shaft 18 and thrust bearings 115 and l116 holding the motor and valve parts in fluid sealing relation against each other and-casting 40, overcoming the fluid pressures tending to separate these parts. At the same time the fluid pressure in chamber 25 reacts against the pump side wall and holds the pump parts against each other and casting 40 influid vsealing relation. The fluid from port 35ywil1 pass through the annular ports 48 in communication therewith into highv pressure Huid storage space 50 of casting 40. To drive the tail shaft in a forward' direction the valve parts are positioned as shown in Figure 9 with the actuating member 96 in its lower position and the actuating member 98 in its uppermost position. In this posltion of valve parts, ports 90 in plate 86 markedA Low will bein communication through corresponding alignedp'orts 88 of plate with aligned ports 53 of the casting 40 and with the fluid in the storage space 38 of the valve casting 40, ports marked high will be in communication with the high pressure fluid storage chamber 50 ofy casting 40 through aligned ports 88 and 51 of the valve plate 85 and the casting 40, respectively, while the remaining unmarked ports 90 will be blanked off. Fluid will then be circulated through the motor and will accordingly rotate tail shaft 18 in ,the direction f of rotationof the' driving coupling 4. The

longitudinal thrust on shaft 18 which is transmitted through diaphragm 22, and by fluid in space 25 to the pump side wall 14' holds the pump, motor, and valve parts in fluid sealing engagementy with a predetermined pressure in excess of the total fluid pressures tending to separate the faces, while permitting expansion and contraction of the parts in operation as the temperatures vary, as well as preventing undue deflection of the side walls resisting the escape of fluid pressure.

fn addition to the driving force applied to the tailshaft by the hydraulic motor, the reaction due to -pumping is transmitted through eccentric 13 and'quill 17 to tail 'shaft 18. Shaft 18 will then rotate at a speed with relation to the speed driving member 4 that will depend upon the volumetric capacity of the motor per revolution of shaft 18 in well known manner. As shaft 18 rotates, Valve or distributing member` 29 will be driven thereby and the admission of fluid to and from casting 40 will be distributed to maintain rotation of shaft 18.

As the operation continues, the fluid, to-4 60 into space 58 and through a drilled hole in the filler cap to atmosphere. As the o er'- ation continues the air entrained in the uid circulating system will be rapidly replaced by fluid and after the air has been eliminated the filling is continued until the fluid flows over wall 62 into the lubricating conduits 63 and overflow passages 64. After the circulating system has been filled with fluid the filling plug may be replaced and the opera.- tion may be continued while the oil or fluid is Y fed to the circulating pump of the mecha- ULS nism, if the mechanism is connected to the oil pump and crank case of the engine. Fluid is then pumped through pipe connection 68 into the storage space 58 and the filling of the oil into the engine crank case continued until the proper crank case oil level is maintained continuously indicating that the fluid stor` age chambers of the transmission have been filled with fluid and that the fluid is overflowlng into the conduits 63 and 64 lubricating the motor parts and collecting in casing section 65, and passing through pipe connection 66 and pipe into the engine crank case or to the suction side of either a transmission or engine circulating pump.

It will accordingly be seen that when the mechanism is filled with fluid all of the operating parts are properly lubricated and any air entrained in the fluid during power transmitting operations will pass out of the circulating system from space 38 through a suitable air outlet hole in the filling plug without causing formation of emulsion, and

the mechanism is operative for power transmitting purposes.

With the parts positioned as shown in the drawings, while the mechanism is transmitting power and with motor housing 140 concentric with the rotor 216 the volumetric capacity of the motor is zero. With the motor at zero capacity no fluid can be circulated between the pump and the motor and the pump parts are hydraulically locked together. Under these conditions the pump serves as a hydraulic clutch locking the driving member et to the tail shaft 18 for rotation in the same direction and at substantially the same speed, and the transmission is in direct couple.

The pressure developed on the fluid under such a condition depends upon the torque demand on the tail shaft, and the parts are preferably so proportioned and arranged that so long as the load on the tail shaft caribe efficiently handled directly by the prime mover the parts will remain in direct couple. When the load on the tail shaft increases so that a greater torque demand is madev thereon than can be delivered directly and withefficiency by the prime mover, the pressures developed in the pump unit increase to the point where valve 174 will be actuated causing piston 155 to shift motor housing 140 as above set forth automatically thereby increasing the volumetric capacity of the motor and its torque multiplication until a new balanced condition has been reached. 1n the new position of parts the speed of the tail shaft will be reduced below the speed of the driving member 4 and the torque will be multiplied to handle the increased load. As the load on the tail shaft varies the fluid pressures developed by the pump will vary, varying the position of the motor housing, and accordingly the torque multiplying ratio of the mechanism to meet the varied torque demands. As the load on the tail shaft decreases piston 155 will shift the motor housing to the left in Figure 4 decreasing the volumetric capacity of the motor and the torque multiplying ratio of the mechanism, and when the load decreases to the point where it can be efficiently handled by the prime mover in direct couple, the motor housing will be brought to its concentric position where pumping of fluid will again cease or until it abuts against the end of the manual control member 201 establishing a manually predetermined transmission ratio.- fin this way it will be seen that a transmission mechanism is provided in which the torque multiplying ratio may automatically be varied as the load on the tail shaft increases above a-point which may be predetermined b v the proportions of parts selected and by the positioning of member 201 under manual control.

To establish a direct couple condition while relieving the motor and automatic control parts from pressure for high speed operation the valve parts are shifted to the position shown in Figure 10 with actuating members 96 and 98 in their lowermost positions. ln this position of parts the ports 90 marked Low will be in communication through ports 88 of plate 85 with the low pressure fluid storage space( 88 in casting 40 through aligned ports 53, while the remaining passages will be blanked olf. Low pressure fluid will accordingly be admitted to the entire motor while the high pressure fluid will be locked in space 50 of casting 40 and the pump parts, establishing a hydraulic lock condltion of the pump parts. l

To establish a reverse drive of tail shaft 18, the valve-partsare positioned as shown in Figure 11 with the operating extension 96 in its upper position and the operating member 98 in its lower position. High pressure fluid will then be admitted to the motor through ports 90 marked High which will be in communication with ports 51 of casting 40, while the ports 90marked Low will be in communication with ports 53 of casting 40 and the remaining valve ports will be blanked off. Under these conditions ,the circulation of fiuid through the motor will cause rotation of the tail shaft 18 in an o posite direction to the direction of the drivin member 4. It will, however, be noted that ue to the functioning of valve 189 Figure 14a) vfluid pressures will be admitte to the automatic control mechansm as above set forth to vary the eccentricity of the motor housing and the torque ratio of the mechanism in accordance with the load on the tail shaft, or the lowest ratio may be held'xed by the manual control.

To establish a neutral condition 'in the mechanism so that the driving connection 4 and pump gears may be driven without driving the tail shaft, member 96 is shifted by means of suitable controls to a position midway between the position shown-in Figures 9 and 11, `to rotate clutchplate 86 until ports 88 and 89 of clutch plate 85 will overlap or interconnect ports 51 and 53. In this position of parts, a circulating path for the fluid will be .established betweenl fluid spaces 38 and of casting 40 independently of the motor, preventing the building up of sufficient pressures by the action yof the ump toy produce rotation of the tail sha t 18 agamst a substantial resistance.

When itis desired to utilize the mechanism for rapid deceleration for braking purposes,

member 201 is set manually to hold motor housing 140 at the minimium eccentricitv that will -give the desired torque ratio and braking effect. With the parts in this position,"as the wheels drive the tail shaft. the motor unit will function as apump, fluid pressures will be built up on the suction side of the system, and in the fluid storage space 38 closing check valve 60 and fluid will be forced under pressure into the pump unit unseating check valve 27 and causing the pump to function as a motor tending topspeed the engine ahead -of the tail shaftat a rate depending upon the eccentricity of housing 140. The fiuid entering space 25 throughcheck valve 27 will force diaphragm 22 to the left in Figure 1 holding the motor and pump parts in operative fiuid sealing relationship against the pressures tending to separate them. In this way it will Modz'ficatons Having described one complete embodiment of my invention adapted for use as a trans- ,A

mission in a motor vehicle, modifications of 'the invention will nowbe set forth. In the modifications parts similar to those shown in the form heretofore described have been designated by like reference characters, and

reference may be had to the description of these parts heretofore given for a full understanding thereof, reference being had only to so much of the parts common to the parts heretofore described as will be necessary for an understanding of the present invention to be had.

In the form of invention-illustrated in Figure 1, a special 'arrangement of radial and thrust anti-friction bearings is disclosed for supporting heavy thrusts at comparatively high speeds. In the form of invention shown in Figure 17 the bearing-arrangement has been modified to permit the -utilization of standard types of roller bearings adapted to withstand combined radial and thrust loads for high speed service.

In this form of invention, a roller bea-ring` assembly indicated generally by the numeral 230 is substituted for the radial ball bearing 82 mounted in tubular extension 81 of casting 40. The bearingl assembly 230 comprisesa cage 231 slidably mounted in the central bore formed in vthe extension 81 of casting 40 which is held against rotation by a key member or pin 232 supported in and extending through extension 81, the inner end of which fits slidably into a key-way cut into cage 231.

Secured in the cage 231 `are the outer bearing races 233 which support annular series 'of conical rollers 234 which are held in position by retaining and spacing rings 235. `Support- Y' ed on the rollers 234 and secured on tail shaft 18 by means of the securing nut 84 are the inner conical bearing races 236 which are separated by the spacing ring and shims 237. In addition, bearings 107, 115, and 116, together with the related thrust structure are replaced by a combined radial and thrust roller bearing assembly indicated generally" by the reference numeral 238. Bearing assembly 238 comprises outer conical races 239 pressed into position in cylindrical extension 104 of motor end wall member 105. Races 239 support an annular series of conical rollers 240 held in position by retaining rings 241. Rollers 240 support the conical races 242 which are sepa- 246. The periphery of collar 244 extends through a central opening in cap 245 and a packing leather 247 is secured between a retaining member 248 and cap 245 by means of the rivets 249. Leather 247 is held in Huid sealing position against the cylindrical surface of collar 244 by means of spring fingers formed on retaining member 248 by suitable slots. Secured to the end of casing section 65 by means of the cap screws 250 is an end cap 251 provided with an extension 252 encasing the collar 244, and which is provided with suitable packing 253 to prevent loss o1`I iuid around the hub 122 of the brake and drive member 123.

The general operation of the modification shown in Figure 17 is the same as that set forth in connection with Figures 1 to 16. The fluid pressures developed in chamber 25 acting upon diaphrams 22 transmit an end thrust to tail shaft 18 through bearing as- -sembly 238 to hold the motorside'wall 105 against the motor housing 140, while the parts are free to expand and contract with temperature. variations without causing binding of the parts Ior fluid leakages to de velop.

In the form of invention shown in Figjures 18 and 19 the motor blade or vane construction is shown to eliminate the sealing tips 219 and vane guiding rollers 221. In this form of the invention a set of motor blades or vanes 255 are substituted for the vanes 218 and are provided with aligned extensions 256 which engage the motor rings 223 and 223 without the interposition of rollers. Cut into the sides of the vanes 255 are shallow narrow grooves 257 which are inclined at o'pposite angles on opposite sides of the blade as shown and cut into the outer edges of the blade is a pair of shallow narrow sealing grooves 258. The angular arrangement of grooves 257 in the sides of the vanes permits lubricant to flow downward and to be distributed across the faces of the vane as they reciprocate the rotor slots. At the same time there is no substantial weakening of the blades due to formation of clearage' planes in them by the' cutting of the grooves into the surface thereof.

In order to increase the life of the lwearing surfaces of the mechanism and to guard against scoring due to the presence of dirt or grit in the iuid, all of the wearing parts,i

constructions utilized in the forms of invention disclosed in Figures l to 19 inclusive, as shown in Figures 20 to 22, reciprocating piston types of motors may be utilized. In this form of invention the pump constructions and the luid receiving and distributing casting constructions are sub-- stantially the same as in the forms of invention heretofore described with the following noted exceptions. Slidably keyed in tubular extension 81 of the casting 40, is'a sleeve 260 with which the fluid distributing plate 261 (Figures 20 and 21) is integrally formed. Fluid distributing plate 261 abuts against valve plate 86 and has formed therein the iuid ,distributing slots 262 and 263. Pressed into he cylindrical extension 260 and separate by the annular protrusion 266 thereof are the outer conical races 267 `of combined radial and thrust roller' bearings. races 267 are the annular series of conical rollers 268 which in turn support the inner bearing races 269 and are held in position by retaining rings 270. Races 269 are mounted on the tail shaft'118, being held in position by locking nut 84 and separated by the ring and shims 271. Secured to the plate 261 by means of securing cap screws 272 is a cap 273 through a central opening of which an enlarged section of tail shaft section 18 extends. Secured to the cap 273 by means of rivets 274 is a packing leather 275 and a retaining member 276. Member 276 is formed of spring steel and slotted to form spring fingers which press the end of packing leather 275 about the enlarged section of tail shaft 18 forming a low pressure oil seal against vleakage of iuid from the central storage space 38 into the interior of casing section 65.

The outer end of tail shaft section 18 in this form of the invention is slidably splined into a connecting member 277. Supportedl in and slidably splined to the connecting member 277 is a tail shaft end section 278 which adjacent its outer end is supported in a suitable anti-friction bearing 279 mounted in a supporting cage 280 which in turn is suitably supported for adjustment longitudinally in the end of casing section 65. The inner race of bearing 279 is held in position against a shoulder of the tail shaft section 278 by means of securing nut 281 and Huid leakage past bearing 279 from'the interior of section casing 65 is prevented by cap 282 Supported on the provided with the packing 282. The mechanism to be driven 1s connected to the tapered end of shaft 278 protruding from the capl -the automatic control cylinders or the manual control connect. Rigidly secured to the tilting box 284 is the inner race 285 of an anti-friction bearing 286, the outer race 287 of which is mounted or secured in the angle plate or wobble disk structure 288 of the motor. Secured in the angle plate 288 is an annular series of seating sockets 289 preferably nine in number, in which the ball ends 290 of the piston rods 291 are held by the threaded'caps 292. The inner ends of piston rods 291 are connected by suitable ball and socket connections (not shown) to reciprocating motor pistons 293 whichv are mounted for reciprocation in the annularly arranged motor cylinders 294 preferably nine in number. Motor cylinders 294 are formed in a cylinder block 295 and each cylinder is provided with a port 296 in Well known manner, alternately establishing communication with ports 262 and 263 of the distributing plate 261. Cylinder block 295 is rigidly supported on a casting 297 which in turn is supported for rotation-with connecting member 297 in a manner permitting limited universal seating movement ofthe cylinder block in well known manner against face 264 of the distributing late 261 about the curved surfaces 298 o a square section of coupling member 277. l

Interposejd between the end of coupling member 277 'and the web of a square central universal drive member 299 is a helical spring 300 which holds the motor cylinder block against the face 264 of plate 261 when no fluid pressures are developed in the system. Drive member 299 is formed integrally with the tail shaft-section 278 and is provided with four cylindrical drive surfaces 301 (Figures 20 and 22) upon which the complemental cylindrical surfaces of drive shoes 302 are slidably supported. Formed integrally with each drive shoe 302 is a support- 1n trunnionin 303 journaled in a cylindrica ly surfaced journal block 304 individual thereto. Blocks 304 are slidably supported in suitable recesses or bores 305 formed in angle plate 288 and the outer surfaces of shoes 302 slidably engage 'the flatdriving surfaces 306 of the angle plate288. Universal drive member 299 together with shoes 302 provide a universal driving connection between angle plate 288 and tail shaft section 27 8, the parts being so constructed that the center of universal movement lies in the axis of rotation of tilting box 284'about the trunnions 283.

If desired the angularity of tilting box 284 may be manually controlled, or it may be automatically controlled by a mechanism `similar to that heretofore disclosed for shifting the motorl housing 140 and would in this case be arranged to rock the angle box 284 about causes reciprocation of pistons 293 Which react through the piston rods 291 against the angle plate 288 causing rotation of the angle plate together with the tail shaft sections` 278 and 18, and motor block 295 in a direction depending upon the direction of flow of fluid through ports 262 and 263 in a manner that will be readily understood by those skilled in the art. With the tilting box 284 inclined at its maximum angle with relation to a plane normal to the axis of rotation of tail shaftsection 278 a maximum torque multiplication and speed reduction will be secured. As the tilting box is brought towards a position ina plane normal to the axis of rotation of the tail shaft from that shown, the torque multiplication and speed reduction Will be decreased. When the normal plane is reached the motor will be at zero volumetric capacity and the pump parts vvillbe hy-I -draulically held in direct coupleand transmit the engine torque directly to the shaft .1.3. In operation of this form of the mechanism, it Wil-l be noted that fluid pressures in chamber 25 acting on diaphragm 22 and on the pump side Wall member 14 will cause the valve and pump parts' to beheld in iiuid sealing relation with respect to casting 40 and each other, the valve parts beingr held in position by the end thrust exerted by tail shaft section 18 through the thrust bearing structure ou sleeve 260 and plate 261, while the motoi` cylinder block 295 will be held seated against face 264 of distributing plate 261 by the overbalanced fluid pressure which hold the motor cylinder block seated on the valve face 264 (Figure 20) in a manner that'will be understood by those skilled in the art. It will accordingly be seen that all of the pump valveand motor parts are held in proper balance fluid sealing relation during the operation of the mechanism so that the necessity for high pressure packing is eliminated.

Having described preferred embodiments only of the invention, it will be obvious to those skilled in the art that numerous varia- 

